Fuel combustion control system



April 11, 1939. w. H. GILLE FUEL COMBUSTION CONTROL SYSTEM Filed Sept 9, 1955 2 Sheets-Sheet 1 SUEZ/w Mir-n Z-LKUTCI :otiw mm 55% M I j/w 7% April 11, 1939. w, GILLE 2,154,041

FUEL COMBUSTION CONTROL SYSTEM Filed Sept. 9, 1955 2 Sheets-Sheet 2 2| I'Z'Z ELECTRICALLY OPERATED on. BURNER gmwm T Vi'llis H. Gille Patented- Apr. ll, 1939 cuit having a spark gap therein.

PATENT OFFICE roan comms'rron common srs'mm Willis 11.

neapolio-Honeywell Gille, St. Paul, Minn" assignor to Min- Itegulator Company, Minneapolil, Mlnn., a corporation of Delaware Application September 9, 1935, Serial No. 39,700 5 Claims. (Cl. 158-28) This invention relates to an improvement in a. fuel combustion control system and more particularly to means for checking the condition of the spark employed to ignite the fuel.

In a system for the combustion of fuel, wherein the fuel is completely turned'off at times, such as an oil burner system, it is necessary to provide some means for initially igniting the fuel. Such means commonly comprises a high tension cir- When the spark across this gap is of a proper intensity the fuel will be readily ignited. However, if no spark occurs, or if by reason of the electrodes'being improperly spaced, or for some other reason there is not a proper spark, combustion will not take place and fuel will continue to be fed to the burner. If

brief period of such defective operation, begin to the ignition means should, after a operate properly, an explosion may result due to the ignition of the accumulated fuel.

Means have been provided in the prior art for checking the condition of the spark and making the operation of the fuel feeding means dependent upon the presence of a proper spark. Such means have, however, been defective either in that they did not differentiate between a proper spark and one due to a substantiabshort circuit at the spark gap or between a proper spark and one occurring in some other portion of the high voltage spark gap circuit.

An object of the present invention is to provide a means for checking the spark of an ignition system of a fuel burner and operating so that the motor circuit of the fuel feeding means will not be closed until a proper spark exists at the gap.

A further object of this invention is to provide remedied.

Further objects of the invention will be obvious from the accompanying specification and drawings, of which Figure 1 is a schematic show-' ing of a fuel ing my new combustion control system embodyand novel spark check, and of which Figure 2 is a schematic showing of a modified form of my spark check.

Referring to Figure 1 of my drawings, an electrically operated oil burner is designated by the reference numeral l0. Said oil burner is pro- 5 vided with a nozzle I I through which fuel is fed. Said burner is operated by an electrical motor of which I2 is the terminal box thereof.

The fuel issuing from nozzle H is ignited by means generally indicated by the reference character l3. This ignition means comprises a pair of electrodes l4 and I5, spaced apart to provide a spark gap l6 therebetween. These electrodes are connected to a secondary ll of a step-up transformer l8 by conductors l9 and 20. Said transformer i8 is provided with a. primary 2| connected to a suitable source of power.

Located in the space to be heated and controlling the operation of my system, is a thermostat designated generally by the reference numeral 22. This thermostat comprises a bimetallic element 23 to which is rigidly attached a. contact arm 24. Attached to said contact arm is a contact 25 adapted to move into engagement with a contact 26. Also attached tothe contact arm is 25 a further contact 21 adapted to engage with a contact 28. Contacts 21 and 28 are spaced a greater distance apart than contacts 25 and 26 so that upon the contact arm moving in the direction of contacts 26 and 28, the contact 25 will 30 engage with contact 26 before contacts 21 and 28 will be brought into engagement. As indicated by a legend on the drawings, the bimetallic element is so arranged as to cause the contact arm to move into engagement with said contacts 35 upon a decrease in temperature. The thermostat is initially adjusted so that said engagement takes place when the temperature falls below a predetermined value.

Thermostat 22 controls the action of a relay 40 indicated generally by the reference'character 29. Thisrelay comprises a relay coil 30, switch arms 3| and 32, and cooperating contacts 33 and 34. The relay coil upon being energized is adapted to move switch arms 3i and 32 into en- 45 gagement with contacts 33 and 34, respectively. Switch arms 3| and 32 are normally biased to an open position so that when said relay coil is deenergized the switch arms are held out of en- 50 gager'nent with their respective contacts.

The relay 29 is furnished with low voltagepower by means of a step-down transformer 35. Said step-down transformer comprises a high voltage primary 36 and a low voltage secondary 55 tors 38 and 38 with line wires 48 and 4|.

The flow of current to relay coil 30 during the initial stages of operation of this system is controlled by a thermal time switch indicated by the reference numeral 42. This switch is preferably of-the form shown in the patent to F. S. Denison, No. 1,958,081, issued May 8, 1935. As shown for purposes of illustration in the drawings, the switch comprises two switch arms 43 and 44 which are held in engagement by bimetallic element 45. Associated with said bimetallic element is a heater element 46. During the initial stages of operation of this system current flows through this heater element and if said current flow continues sumciently long, the bimetallic element 45 will be heated sufficiently so that it is moved to the right out of engagement with switch arm 44 allowing the same to fall and separate from switch arm 43. After the switch has opened, it cannot close automatically but must be re-set manually.

' to vacuum tube 5|.

The means which I employ for checking the spark and making the starting of the motor dependent upon the presence of a proper spark in the spark gap is indicated generally by the reference numeral 41. Said means includes a relay coil 48 which when energized causesa switch arm 48 to move into engagement with a contact III to close the motor circuit. Also included in said means is a plurality of vacuum tubes 50 and 5|. Vacuum tube 58 comprises a filament 52 and a plate 53 and serves to rectify the current passing through the spark check circuit. Vacuum tube 5| comprises a filament 54, a grid 55 and a plate 58. The spark check circuit is energized by means of an inductance coil 51 inductively coupled with a similar coil 53 in the ignition circuit. C011 58 is located adjacent the spark gap electrodes for reasons to. be hereinafter given. Said inductance coil 51 is connected through conductor-s l8 and 88 to vacuum tubes 50 and 5|. Plate 53 of vacuum tube ment 54 of vacuum tube 5| through conductor 6| and battery 64. Connected between conductors 66 and 6| is a condenser 62 which tends to smooth out the pulsations of the current flowing Connected across said conductors 86 and 6| and in parallel with said condenser is a resistance 63 which serves as a coupling resistance between said tubes. Battery 84 serves to bias the grid negatively with respect to the filament so as to prevent current flowing through the plate circuit when coil 51 is insufficiently energized. The relay coil is connected in the output circuit of plate 5| in series with a battery 65 which supplies the plate potential for the tube. Connected to filaments 52 and 54 are windings 86 and 61 which windings constitute the secondary of a transformer 58, which transformer comprises in addition to such secondary a high voltage primary 69.

A relay 10 is designed to be brought into operation after combustion has taken place so as to bring the system into the position which it assumes during running conditions. This relay comprises a relay coil 1| adapted to be energized upon the operation of stack switch 19 to be presently described. Associated with said relay coil 1| are switch arms 12 and 13. The switch arms are so biased that when relay coil 1| is deenergized they are in engagement with contacts 14 and 15, respectively. Upon energization of said relay coil the switch arms 12 and 13 are moved into engagement with contacts 16 and 11,

50 is connected to fila- 2,154,041 81, Said primary is connected through 'conduc-,

respectively. Contacts and 11 are of the overlapping type so that switch arm 13 moves into engagement with contact 11 before moving out of engagement with contact 15.

The stack switch referred to in the previous paragraph as controlling the operation of relay coil 1| is preferably of the form disclosed in the patent to Benjamin Cyr, No. 1,768,892, issued July 1, 1930. This stack switch comprises a contact arm 80 adapted to be brought into engagement with a contact 8|. Said arm is actuated by a bimetallic element 82 which is located in the stack and is adapted upon being heated to cause said switch arm to move into engagement with contact 8|.

The apparatus is shown in the position which it assumes before there is a call for heat or, in other words, when the temperature of the space is above the value for which the thermostat is set. Upon the temperature falling below said predetermined value contact arm 24 is caused to move to the left. Contacts 25 and 26 are first brought into engagement but the enclosing of these contacts does not close the energizing circuit. If the temperature continues to fall contacts 21 and 28 will be brought into engagement. Upon the engagement of these contacts the following energizing circuit will be established: From secondary 31, through conductor 85, relay coil 30, conductor 86, heater element 46, conductor 81, conductor 88, switch arm 12, contact 14, conductor 89, contacts 28 and 21, contact arm 24, contacts 25 and 25, conductor 98, switch arms 43 and 44, conductor 8|, and back to the secondary 31.

The establishment of the previously traced energizing circuit will cause relay coil 30 to be energized with the result that switch arms 3| and 32 are brought into engagement with contacts 33 and 34. The moving of switch arm 3| into engagement with contact 33 establishes the following holding circuit: From secondary 31, through conductor 85, relay coil 30, conductor 86, heater element 46, conductor 81, switch arm 3|, contact 33, conductor 92, through bimetallic element 23, contacts 25 and 26, conductor 90, switch arms 43 and 44, conductor 9|, back to the secondary 31. It will be noted that this holding circuit does not depend upon engagement of contact 21 with 28, the engagement of which was necessary in order to establish the energizing circuit. Thus, even though the contact arm 24 should move slightly to the right, the holding circuit would not be broken.

The energization of relay coil 30 with the resultant moving of switch arm 32 into engagement with contact 34, also establishes the following circuit. From line wire 40, through conductor 94, contact 34, switch arm 32, conductor 95, conductor 95, switch arm 13, contact 15, conductor 91, primary 2|, through conductor 98, to the other line wire 4|. This establishes a circuit through the ignition primary and causes the ignition circult to be energized. If the circuit is in proper condition and the electrodes are properly spaced, a spark will appear across electrodes l4 and i5 of the proper characteristics to ignite any fuel issuing from nozzle Due to the inherent capacity between the conductors leading to the spark gap and of the coil l1, the spark discharge will be oscillatory in character. Thus the presence of this spark in spark gap 6 will cause a flow of high frequency current through the ignition circuit.

At the same time that switch arm 32 is moved into engagement with contact 34 with the resultant energization of the ignition circuit, the following circuit will also be established: From line wire 40, through conductor 04, contact 34, switch arm 32, conductor 95, conductor 39, primary 00, conductor I00, to the other line wire 4|. This causes the energization of primary with the resultant energization of secondaries 50 and. As previously stated, these secondaries are connected to filaments 52 and 54 and upon being energized cause a flow of current through said filaments which acts to heat the same. The heating of these filaments causes the spark check to be in condition for operation.

As previously mentioned, if there is a proper spark between electrodes I4 and I5, a high frequency current will flow in the ignition circuit. By reason of the inductive coupling between inductances 51 and 58 a high frequency current will tend to flow through the spark check circuit. Vacuum tube 50, which is connected in series with said circuit, acts to prevent the flow of said high frequency current in one direction so that the current flowing through that portion of the circuit across which the condenser is connected is a high frequency pulsating direct current. Condenser 62 acts to smooth out the pulsations of this current so that the current flowing through resistance 03 will be only slightly pulsating. The flow of this current through resistance 53 impresses a voltage on-grid 55 in opposition to the bias established by battery 64. when the spark in the spark gap is proper, this potential will be suflicient to overcome said bias sufficiently to cause a flow of current through the plate circuit and through relay coil 40 of sufiicient magnitude to cause the relay coil to bring switch arm 48 into engagement with contact 50, thus establishing the following motor circuit: From line wire 40, through conductor 94, contact 34, switch arm 32, conductor 95, conductor 96, conductor IOI, switch arm 49, contact 50, conductor I02, conductor I03, through the motor, and through conductor I04 to the other line wire M. This will cause the motor to deliver fuel through the nozzle II and establish combustion under normal conditions.

The operation of the spark check has been described for those conditions under which a normal spark occurs in the spark gap. If for any reason the electrodes should be either too closely spaced to each other, or should have some foreign matter therebetween so as to cause a complete or partial short-circuit therebetween, the high frequency component of the current flowing through the ignition circuit will be relatively small so that the current flowing through said circuit will tend to be largely of the relatively low frequency of that supplied by line wires 40 and 4I. This frequency is so low that the voltage induced in inductance 51 will not be sumcient to overcome the biasing voltage of battery 54 sumcient to cause an energizing current to flow through relay [coil 48. If, on the other hand, the electrodes I4 and I5 should be spaced too far apart, or due to a break in the circuit somewhere there is an open circuit, no current will flow through this circuit at all and, obviously, relay coil 43 will not be energized.

If it should so'happen that a spark should occur between conductors I9 and.20 at some point between inductance 58 and secondary II, my spark check would not respond even though the spark had the same characteristics as the spark desired in the spark gap. The reason for this is that where there is such a spark, the current flow does not take place through that portion of the circuit in which inductance I3 is located. In conse-. quence, there is no voltage induced in inductance 51 and the bias on the grid is not changed. Inductance 53 is located adjacent the spark gap to minimize the length of the leads across which a spark may take place and cause the spark check to operate.

If combustion takes place hot gases will pass up the stack and this, after a very short'period of time, will heat the bimetallic element 82 willciently to cause switch arm 00 to move into engagement with contact 8I. the following circuit through relay coil II: From line wire 40, through conductor I05, contact 8|, switch arm 80, conductor I06, relay coil 'II and conductor I01, to the other line wire H. The energization of relay coil II causes switch arm I2 to move out of engagement with contact 14 and into engagement with contact I0. This causes the initial energizing circuit to be broken and causes the following new holding circuit to be established: From secondary 31, through conductor 35, relay coil 30, conductor I00, contact 10, switch arm I2, conductor 88, switch arm 3|, contact 33, conductor 92, bimetallic element 23, contacts 25 and 26, conductor 90, switch arms 43 and 44, conductor 9|, back to the secondary 31. It will be noted that the new holding circuit does not include heating element 45. While the circuit through this heating element has not been broken, the new circuit constitutes a shunt across said heating element and due to its relatively low resistance very low current will flow through the high resistance heating element.

The energization of relay coil II also causes This will establish 1 switch arm 13 to move out of engagement with I1 which over-laps therewith and upon said switch arm engaging with said last mentioned contact, the following new motor circuit is established: From conductor 40, through conductor 34, contact 34, switch arm 32, conductor 95, conductor 05, switch arm 13, contact 11, conductor I09, conductor I03, through the motor and through conductor I04 to the other line wire M. It will be noted that this new motor circuit is entirely independent of switch arm 49 and contact 50 so that the motor will continue in operation after said last mentioned switch arm separates from its associated contact.

If for am! reason, combustion should not take place in spite of the presence of the proper spark, relay coil II will not be energized and switch arm 12 will not be moved into engagement with contact I5. The result of this will be that the current continues to flow through the original holding circuit which includes heating element 45. If this circuit continues sufliciently long the bimetallic element will be deflected to the right allowing switch arms 43 and 44 to be separated. This will break the circuit through relay coil 30 causing the apparatus to assume its original position. The thermal switch 32 cannot be closed automatically and the apparatus will not start and 1r combustion should be initially started and after a short period of time combustion should stop for some reason, hot gases will cease to go up the stack. This will cause stack switch I9 to open and will cause relay coil II to be de-energized. The result of this de-energization of relay coil 'II will be that the new holding circuit for relay coil 30 is broken so that all current flowing through relay coil 30 again flows through the heating element 46. .The further result of the de-energization of the relay coil II will be that the ignition circuit is again energized because of switch arm I3 again being in engagement with contact I5. At the same time the motor will be stopped due to switch arm 13 being out of engagement with contact 11 so that no more fuel will be fed through nozzle II until a proper spark appears at the spark gap. If conditions are proper for securing combustion, the apparatus will again go through the cycle outlined in an earlier portion of the specification, with the result that combustion takes place and stack switch 19 is again closed bringing the apparatus into the position which it assumes under normal running conditions. If combustion should not take place, thermal switch 42 will eventually open. It will be noted in this connection that transformer 68 remains energized so long as relay coil is energized. This will result in filaments 52 and 54 remaining heated so long as said thermostat is calling for heat. Thus, in the event that combustion should suddenly be interrupted, as just discussed, filaments 52 and 53 will already be heated so'that the spark check apparatus will be ready to instantly respond to the establishment of a spark in spark gap I6. In this manner the time between the time combustion ceases and the apparatus is brought to a position to restore combustion is materially reduced.

It will be seen that I have provided a new and novel fuel combustion control system wherein provision is made for all contingencies likely to occur in the operation of the same. provided for insuring that no fuel will be delivered through the burner nozzle until there is a spark present which spark has the proper characteristics to ignite said fuel. In this manner there is no danger of an explosion due to the ignition means suddenly becoming effective after being ineffective for a while and igniting the accumulated fuel. My apparatus will, moreover,

respond only to a spark at or closely adjacent to the spark gap and will not operate if there is a spark at some other point.

In-Figure 2 of my drawings, I have shown a modified form of my spark checking apparatus. Since the rest of the temperature control system is of the same form as that shown in Figure 1, the rest of the system has been omitted in this figure in order to simplify the same.

In this figure the electrically operated oil burner is designated by the reference numeral I I0. As in the preceding case, the burner comprises a nozzle designated by the numeral III, and a motor having a terminal box II2. Electrodes H3 and H4 are spaced apart to provide a spark gap H5 and are connected by conductors H8 and III to a secondary II 8 of a step-up transformer H9. Said transformer comprises a primary I20 which corresponds to the primary 2I of transformer I8 in Figure 1, and is connected through conductors I2I and I22 to a source of power in the same manner as is said primary 2|.

Means are A spark check circuit designated generally by I the reference numeral I23 is energized by means of an inductance I24 coupled with an inductance I25 in the ignition circuit. The apparatus described so far has been the same as that in the species of Figure 1. In lieu, however, of a plurality of vacuum tubes such as were employed in the previously described species, I employ in this species a gas-filled thermionic tube I26 of the type known as a 'Ihyratron" tube. This tube comprises a gas-filled receptacle I21 in which are located a filament I28, a control grid I20 and a plate I30. The inductance I24 is coupled at one end to the grid through conductor I3I and at the other end to filament I28 and conductor I32, to form-a grid circuit. A battery I33 is located in said grid circuit and serves to bias said grid negatively with respect to said filament.

A transformer I34 is employed to supply current to the filament I28 and to maintain an alternating potential j difference between the plate I30 and filament I28. Said transformer comprises a primary winding I35 and twosecoudary windings I36 and I31. Said primary winding corresponds to the primary 69 of Figure 1 and is connected to the source of power in exactly the same manner. Secondary I38 is connected to filament I28 and causes a current to flow to said filament to heat the same. Secondary I3'I is connected at one end to the mid point of second- 0 ary I36 and at the other end to the'plate I30 through a relay coil I 38 by means of conductors I39 and I40. Secondary I31 when energized acts to maintain an alternating potential between plate I30 and filament I28.

Said relay coil I 38 is designed when energized to cause switch arm I4I to move into engagement with contact I42 and to close the motor circuit controlled by said switch. Said switch arm I and contact I42 correspond to switch arm 49 and contact 50 of Figure 1, and are connected to the motor and to a suitable source of power in exactly the same manner.

Connected between conductors I39 and I in parallel with relay coil I 38 is-a condenser I43. This condenser acts to smooth out the pulsations of a current flowing through the relay coil and hence. to make the operation of said relay coil smoother.

Upon the ignition circuit being energized and a proper spark appearing in spark gap II5, a high frequency current will flow through the ignition circuit as in the previous case. Inductance I24 will thus be energized and will cause a high frequency potential to be applied between said grid and said filament. This potential applied to the grid is an alternating potential and will periodically, corresponding to the frequency of the induced current, oppose the action of biasing battery I33 with the result that a grid potential is periodically raised suificiently with respect to said filament to cause a fiow of current through the plate circuit due to secondary I3'I. Secondary I3'I tends to cause an alternating current of the same frequency as the supply voltage to fiow through the plate circuit including relay coil I38. Due, however, to the fact that the current only flows in one direction between the filament and the plate, the current fiowing in said plate circuit will be a direct pulsating current. This pulsating current is, as previously mentioned, smoothed out by the action of condenser I43 so that the current flowing through relay coil I38 will be only.

"i periodically brought below a value which would cause current to flow through such plate circuit at a much higher frequency than the variations in the plate potential. This will not affect the frequency of the current through the plate circuit,

however, because of the characteristics of this type of tube. In this type of tube, the grid has no control of the current after such flow has once been started and the only way to stop the flow of current in such a tube is to make the plate negative with respect to the filament. This action of the grid is commonly referred to as a trigger action. Due to the fact that the potential induced by secondary I3'I is an alternating one, plate I30 is made negative with respect to file.- ment I28 periodically with a frequency equal to that of the supplied current. Since the grid is being periodically brought to a voltage sufficient to cause current flow between the filament and plate at a much higher frequency than that of said plate .voltage, plate current will start flowing immediately upon the plate becoming positive again. If, howevenno high frequency voltage is being applied to grid I29 at the instant when said plate again becomes positive with respect to said'filament, the bias caused by battery I33 will prevent the flow of plate current from starting again. Thus, there will be a flow through the plate circuit of direct, pulsatingcurrent of a frequency corresponding to that of the power supply, as long as a high frequency voltage is induced in the grid circuit.

As in the preceding case, the bias between the grid and the filament is sufficient s9 that if the relatively low frequency current accompanying a shrt-circuit is flowing through the ignition circuit the voltage induced in conductor I34 will not be suiiflcient to overcome the bias sumciently to cause a flow of plate current to be started. Since the coupling between the ignition circuit and the spark check circuit is made in the same way as in my previous form, the spark check circuit will for the same reasons not respond to a spark between the secondary H8 and the electrodes H3 and Ill, nor will it respond if the ignition circuit is open. It will thus be seen that this species has the same advantages as the previous one.

While I have described two detailed embodiments of my invention, it will be understood that theseare for purposes of illustration only and that my invention is limited only by the scope of the appended claims.

I claim as my invention:

1. In a fuel combustion system, a burner, electrically operated means controlling the flow of fuel to said burner, a high voltage circuit including a source of high voltage and a sprak gap for igniting the fuel supplied by said fuel feeding means and having sufficient capacity that the occurrence of a proper spark in said spark gap causes the flow of a high frequency current in said high voltage circuit, means for controlling the operation of said fuel flow controlling means, said last named means comprising a device coupled to said high voltage circuit at a point adjacent to said spark gap'and responsive only to the presence of a high frequency current flowin said high voltage circuit adjacent said spark gap and operative to cause said flow controlling means to cause a flow of fuel to said burner only when there is a flow of high frequency current through said high voltage circuit adjacent the spark gap.

2. In afuel combustion system, a burner, electrically operated means controlling the flow of fuel to said burner, a high voltage circuit including a source of high voltage and a spark gap for igniting the fuel supplied by said fuel feeding means and having sufllcient'capacity that the occurrence of a proper spark in said spark gap causes the flow of a high frequency current in said high voltage circuit, means for controlling the operation of said fuel flow controlling means, said last named means comprising an inductance connected in series with said source of high voltage and said spark gap and being adjacent to said spark gap and operative to cause said flow controlling means to cause a flow of fuel to said burner only when there is a flow of high frequency current through said inductance.

3. In a fuel combustion system, a burner, electrically operated means controlling the flow of fuel to said burner, a high voltage circuit including a source of high voltageanda spark gap for "igniting the fuel supplied by said fuel feeding means and having sufficient capacity that the occurrence of a proper spark causes the flow of a high frequency current in said high voltage cir cult, means for controlling the operation of said fuel flow controlling means, said last named means comprising a transformer having its primary-connected in series with said source and said spark gap and being adjacent to said spark gap and its secondary connected so as to control the operation of said fuel flow controlling means, said means for controlling said fuel controlling means being operative to cause the latter to cause fuel to be delivered to the burner only when there is a high frequency current flow through cluding a source of high voltage and a spark gap for igniting the fuel supplied by said fuel feeding means and having sufficient capacity that the occurrence of a proper spark-in said spark gap causes the flow of a high frequency current in said high voltage circuit, means for controlling the operation of said fuel flow controlling means,

said last named-means comprising a space discharge amplifler. and a transformer having a low magnetic coupling, said transformer having its primary connected in series with said source and said spark gap and being closely adjacent said spark gap and its secondary in the input circuit of said amplifier, said amplifier being effective to cause said fuel flow controlling means to cause a flow of fuelto the-burner only when there is a flow of high frequency current through said primary.

5. A fuel combustion system comprising a burner, means controlling the flow of fuel to said burner, a circuit including a source of high voltage and spark gap means for igniting the fuel delivered to said burner, means responsive to a high frequency current produced only upon the occurrence of a proper type ofspark in or closely adjacent to said spark gap means for controlling operation of said means controlling the flow of fuel, said high frequency current responsive means including an element closely adjacent to said spark gap means and in series with said spark gap means and said source of high voltage.

. WILLIS H. GILLE.

CERTIFICATE OF CORRECTION. Patent no; 2,15%01 1. April 11, 19 9.

. wI-LLIs. H. GILIE.

It is hereby certified that error appears. in the printed specification of the above numbered patent requiring correction as follows: Page 2, sec-- ond eolumn, line 25, for the word "enclosing" read closing; and that the said Letters Patent should'be read with this correction therein that the same may conform to the recordof the case in the Patent Office;

si ned and sealed this 20th day of June, A. D. 19 9.

. Henry Van Arsdale (Seal) Acting Commissioner 'of Patents. 

